Internal-combustion engine.



' c. TIETZMANN.

INTERNAL comausnow mama. APFLICATIOQ FILED, OC'IZZ L'W'M- RENEWEDIAN. 8. I918.

Patented Dec. 17, 1918.

3 SHEETS-SHEET l- WITNESSES} Z 2 3 v INVENTOR CHARLE I /fmi 4 s TIETZMANN Ham/Era C. .TIETZMANN.

INTERNAL'COMBUSTION ENGINE.

APPLICATION FILED 0CT.27|

1914. RENEWED JAN. 8,1918.

Patented Dec. 17, 1918.

3 SHEETS-SHEET 2.

W JIM/11111101011110,

CHARLES T/ETZMANN BY I Mfionmns E C. TIETZMANN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 001.21, I914. RENEWED JAN. 8. 1918 Patented Dec. 17, 1918.

3 SHEETS-SHEET 3.

' M/I/E/VTOR CHARLES T/ETZMANN WITNESSES:

CHARLES TIETZMANN, 0F MILWAUKEE, WISCONSIN, ASSIGNOB OF ONE-THIRD TO JOHN C. GRISWOLD AND ONE-THIRD TO' ARTHUR PLAGE, OF NEW YORK. INDY.

Specification of Letters Patent.

Patented Dec. 17, 1918.

Application filed October 27, 1914, Serial No. 868.807. Renewed January 8, 1918. Serial No. 210,949.

To all whom it may concern.

Be it known that I, CHARLES TIETZMANN, a citizen of the United States, and a resident of Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented certain new and useful Improvements-in Internal-Combustion Engines, of which the followingis a specification.

My invention relates to the construction of internal combustion engines and is designed more particularly to improve that type of engine in which a number of cylinders are employed.

My improved engine is particularly adapt ed for usefas an automobile or air-ship engine on account of itslight weight and high power per unit of weight.

Generally speaking, theobjects of my invention are to produce an engine ofmaxiinum strength, lightness, simplicity, compactness, cheapness and ease of construction and assembly and disassembly.

The invention consists in the details of construction and combinations of parts whereby the above objects are attained, all as more particularly-hereinafter described in connection with the accompanying drawings and specified in the claims- Figure 1 is a plan of an internal combustion engine embodying my invention.

Fig. 2 is a vertical cross-section through the engine on the line 2 --2 Fig. 1.

Fig.3 is a-horizontal cross-section through,

the engine on the-line 3+3 Fig; 2.

Fig. 4 is a vertical longitudinal section on the line of the engine shaft taken on the line Y H Fig. 1, one-half of'the engine and casing being removed.

Fig. 5 is a side elevation of the preferred form of the main shaft and mounting of the wrist-pins embodying my invention and adapted for use in cooperation with the other parts as hereinafter-more particularly descri ed.

Fig. 6 shows-one of the disks or wheels of Fig. 5 in side elevation-with the main shaft and wrist-pin in section, said Wrist-pin being shown in position in the guide block or bearin by which it engages the cross-head carrief by the pistons. This figure-shows also indotted-lines the various positions as- Y sumed by the-crank-pr wrist pin and bearing block during a half revolution of the shaft.

Fig. 7 shows the reverse side of said Wheel or disk.

Fig. 8 is a side elevation of a pair of engine'pistons united in a cross-head.

- Fig. 9 is an end elevation of the same. FFig. 10 is a section on the line lO-10 Fig. 11 is a section on the line 1111 Fig. 8.

The engine is shown as a multiple cylinder engine having two pairs of pistons 6, (5 and 6, 6 arranged. beside one another in a plane including the longitudinal axis of the main shaft of the engine. Obviously, however, a. greater or less number of pairs of pistons might be employed. The pistons of each pair as shown in Fig. 8 are joined in a cross-head 7 forming a guide for the bearing block of a crank-pin carried by the main shaft of the engine, as will bemore particularly described. Said cross-head is preferably bisected or made in two parts joined on the line 10-10- and fastened together by bolts as indicated at 8, the object in so forming it in two parts being to facilitate the planing or dressing of its guide surfaces and to faci itate disassembly of the parts of the engine as more particularly hereinafter described. Each side or portion of the crosshead is connetced with a piston by an extension 9 from the piston, preferably formed or cast in one part therewith and for strength made of the particular shape in cross-section shown in Fig. 11. This part 9 clearly performs the function of a piston rod located and joining the pistons in the line of'their axes of movement or in the direct line of thrust and may obviously be varied in construction or form, since its function .is to tie the pistons together and to the cross-heads and impart power impulses from the piston to the wrist or crankpin of the engine throu h the reciprocation of the cross-head in the irection of the axes of the pistons. Said piston, cross-head and rod are preferably made integral.

12 is the main shaft of the engine passing as a continuous unbroken, uninterrupted shaft through the cross-heads and piston rods and provided with crank disks or the outer flanges, preferably three in number for an engine having twopairs of cylinders arranged as shown, each of said disks, flanges or wheels being indicated by the numeral 13. As will be seen the shaft is straight or continuous between the disks or cranks thus adding greatly to the stiffness and relieving the bearings of strain. Where a small throw of crank is desired these disks or wheels might be made by turning down a blank of the same diameter containing the shaft; but ordinarily it is preferable to suitably fasten'the disks or wheels to the shaft by keying or other suitable means. The central wheel or disk 13 is preferably made thicker than the exterior ones The cross-heads of the two pairs of pistons are located in the spacesbetween the disks 13, as more clearly shown in Figs. 3 and 4, thereby providing on each side of each crosshead a disk or flange affording a support for each end of a crank or wrist-pin 14 which, for convenience of construction and assembly, is made to'pass through a hole in disk and into a hole or way in the middle disk or flange where it is removably clamped or held by the set screw 15. The crank or wrist-pins 14 are engaged with the cross-head 7 in any desired way, but preferably by means of the slide bearing blocks 16 which preferably extend through the crosshead from side to side thereof and so as to be located symmetrically with relation to the axis of the pistons and which work up and down in the ways provided by the crosshead 7 as the pistons reciprocate, the wrist-pin in the meantime turning in said bearing block as a crank pin. The bearing blocks being held in position against lateral movement between the flanges or wheels 13 may be made as plain, rectangular blocks simply drilled and reamed out to afford a bearing for the wrist-pin, and as will be obvious, may be readily removed for replacement or repair at any time by simply moving each piston with its attached half of cross-head back after separation of the two halves of the cylinder and crank casting and withdrawing the wrist or crank-pins from the sockets or openings in which they are located.

As clearly seen in Figs. 2, 8 and 10, the cross-head 7 is provided with openings 17 in itssides coinciding in position with the main shaft of the machine and permitting reciprocation of the slide itself under the influence of the pistons without obstruction by the shaft. These openings extend into the part 9, or other portion of the structure connecting the pistons and cross-head, a sufficient distance to accomplish this purose.

p 18, 18 indicate the two piston cylinder casting for the machine. The two cylinders comprising the members of the one, two

for strength.

meme? or more pairs of cylinders on the same side of the machine may be cast in block, as usual in the art, or otherwise constructed. Each casting is provided with the usual passages 19 for circulation of water, 20 for the exhaust, and 21 for the intake of the gas.

The valves the rods of which are marked 22, are mounted in cages set in the casting in the usual way and are spring-seated. Integral extensions from the cylinders meeting on the line t-4 Fig. 1 passing throu h the main shaft and fastened together by bolts 23 at suitable points form a crank casing, and also a casing for other parts of the machine, as will be now described.

The portion of said extension forming the crank case proper is designated by the numeral 25, at one end of which in the direction of the main shaft is located the casing 26 for the fly-wheel 27, formed by a continnation of the casting constituting the crank casing proper, while at the opposite end of the motor is another casing similarly formed, designated by the numeral 28, containing the drive for the camshaft 29 of the machine, said drive being here shown as consisting of a gear set 30.

The main bearings for the shaft 12 as shown are located in the opposed faces of the two castings or elements formin the crank case on the line of bisection of th bisected crank case thus formed, so that they may be readily reached by simply removing one-half of the combined cylinder and crank case. The bearings for the cam shaft 29 are similarly mounted and located as. likewise those for the cam shaft drive, and as clearly shown in the drawings. Each half section or casting is also provided near the top with an oil duct 31, as shown in Fig. 2, communieating through openings drilled in the casting with the space immediately above the cam shaft; through said openings oil is delivered to the individual cams to lubricate the same and the parts below.

Lift rods operated by the cam for actuating the valve are-indicated at 32. These ork in sleeves or bearings set in the castings, as shown, and engage with elbow levers 34: through which the valve rods are operated. Said elbow levers 34 are conveniently mounted on arms 35 secured upon the shelves on the sides of the crank casing asshown. The oil ducts 31 communicate with and receive oil from a pocket or trough 37 in the top of the fiy-wheelcasing 26. At the bottom of the crank casing is an oil chamber 38 containing the body of oil into which the fly-wheel dips and from which it picks up oil and delivers the same into the pocket or trough 37 during the operation of the machine.

This trough 37 is arranged as a shelf forming an inclined channel'which catches the oil thrown up by the revolving fly-wheel against the inside of'the casing. Said shelf bein inclined, delivers the oil at its lower end into the hole indicated by 31. The four small holes placed above the cam lead from a point immediately above the same into the transverse oil hole 31 and from the latter is delivered in obvious way down to the top of thecams. lhe relation of the oil holes to the cams is clearly shown in Fig. 2 and also in the section Fig. 4.

Spark plugs for the'four cylinders are indicated at 40. In a four-cylinder machine with the pistons opposed and working in pairs as described, it is obvious that the wrist-pins it would be located 180 apart and the cross-heads, when the machine is at dead center, would occupy the relative positions shown in Fig. 2.

The machine operates in the ordinary manner of a four-cycle engine as to charge, compression, firing and exhaust. The reciprocation of the pairs of pistons takes place at all times in opposite directions, thus tending to create a balance of stresses which conduces to smooth running of the engine.

As will be seen also, the pistons of each pair being directly opposed to one another in action and movement, the strain incidentto the firing of one cylinder and simultaneous compression in another are better taken up. Inasmuch as the wrist or crank pins are supported at both ends respectively in a crank and the crank shaft itself is continued across the space between and rigidly connects what constitute the inner ends of the two cranks, an exceedingly rigid construction is formed and tendency to strain or twist upon the bearings due to the explosions is greatly lessened. Furthermore, there is less tendency to vibration of parts and a much smoother running of the engine due to, the fact that the power is directly applied to the crank-pin and in the direct line of thrust instead of to one side thereof orthrough the intervention of a connecting rod between the piston and crank, as in the usual type.

It will likewise be seen from the foregoing description and drawings that the machine may be very readily assembled and likewise may be very readily taken down, while at the same time obtaining in the highest degree the stated objects of my invention, and that these advantages can be obtained even when the crank case for the machine is a cast (iing integral with the casting for the cyliners.

What I claim as my invention is 1. In an internal combustion engine having opposed cylinders, the combination with two opposed pistons joined in a cross head symmetrically disposed with relation to the line of thrust and forming a guide, a slide bearing block guided therein, two cranks, the members of which are disposed respectively at opposite sides of said. cross head, a crank a line passing through thepin passing through the block and supported at its opposite ends in said cranks respectively and a main shaft the portion of which carrying said cranks extends as a continuous shaft across the space between the inner ends of said cranks and through said cross head.

2. In an internal combustion engine, the combination of two pairs of pistons armnged beside one another in a plane includingthc longitudinal axis of the main shaft of the engine, a cross-head for each pair arranged in the line of thrust of said pair, two disks or wheels carried by the main shaft one for each pairarranged between the cross-head and the shaft bearings, an intermediate disk or wheel between the cross-heads, slide bearings working respectively in said cross-heads and supported at their ends in one of the first-named disks and in the intermediate disk or flange respectively, crank pins extending through said bearings and a continuous main shaft extended as a shaft through both cross-heads and bridging and rigidly connecting the disks in the axial line of the shaft so as to rigidly connect the crank portions of the system at their inner ends as well as at their outer ends where they are connected by the crank pins.

3. In an internal combustion engine, the combination of a pair of opposed pistons rigidly joined in a bisected cross-head bisected on a line transverse to the axes of the cylinders and working in cylinders formed in castings joined on a line passing through the engine shaft, a slide block workin g in the cross-head, cranks secured to said shaft at opposite sides of the cross-head and provided with crank pins removably supported at their opposite ends in said cranks and passing through said slide block, said main shaft being continued as a straight shaft through the cross-head to connect the inner ends of the cranks, all as described, whereby on separating the two cylinder castings and the two halves of the cross-head the said crank pins and slide may be removed and the engine completely disassembled.

4. In an internal combustion engine, the combination of a pair of opposed pistons rigidly joined in a bisected cross-head bisected on a line transverse to the axes of the cylinders and working in cylinders formed in castingsconstituting a crank case joined on gine shaft, a slide block working in the or head, cranks secured to said shaft at opposite sides of the cross-head and provided with crank pins removably supported at their opposite ends in said cranks and passing through said slide block, said main shaftbeing continued as a straight shaft through the cross-head to connect the inner ends of the cranks, all as described, whereby on separating the two cylinder castings and the two halves of the cross-head the said crank pins and slide may be removed and the engine completely disashead as a guide and laterally supported by sembled. the disks and a removable Wrist pin passing 5. In an internal combustion engine hav through said block and carried by said disks. ing opposed cylinders, the combination of a Signed at New York in the county of New 5 pair of opposed pistons joined in a bisected York and State of New York this 26thday 15 cross head, a crank shaft having crank disks of October, A. D. 1914 located at opposite sides of the cross head CHARLES TIETZMANN. and borne by a portion of the shaft Which is Witnesses: continued transversely through said cross F. B. TOWNSEND,

1 head, a sliding block working in the cross IRENE LnFKoWITz. 

